Ship drive and control system



c. H. FME ETAL' 'SHIP DRIVE AND CONTROL SYSTEM Filed July s, 1945 4 bbw A .KSSQ QQWKQ Patented July 9,y 194.6

Charles H. Fike and-Harry R.Heinzen; Cleveland, Ohio, assignors lto General Motors Corporation, Detroit, Mich., a corporation. ofv Delaware Application July 3,1943, serialNa; `4933361v 1ov claims. (c1. Lela-.01)`

The present invention generally" relates to rship drive and' control systems ands more particularly' relates tosystems ofthistype comprising a, non-1 reversible engine, a reversingzgear driventhereby,

and control means for causing reversal of drive through "the reversing gearv and for varying; the speed of the engine.

It is- Well known tha-tinorder to. preventy stallingY of the engine that aheadl andiastern: driving.

connections shouldA be established-graduallybe forel thev engine speed is increased; Where: thetengine speed. varying means and] the'. reversing, means are controlled by separate meanscare:` must beta'ken'in. operatingv each of. these control means to obtain proper-operation of the driving means. made to control the reversing means and' the; speed varyingv means in a sequence r by means of 1 ai single control lever': but control systemsY oi"l this. typehave not beenfoundto be satisfactory-due to the expensive and. complicated: interlocking, means used which were difcult'v to-service and. required frequent attention in orderi'tofobtain; the proper sequence of operation required.

The-principal object of the* presentinvention'f isto provide a simple .ship Y control systemy suitable:

2. Anelectrical receiving motor-RM ofa well knowny typez'isfoperatively connected' tov they governor to" cause*y adjustmenti of` the 1 speed z response thereof.. The:receiving:motor'RMfis electrically connected? ,f by means of vcontrolconn'ections included inv av control conduit to?awell'lniowntypeof-transmity Heretofore, some:Y attempts have been for properly controllingthe reversal of the-reversn ing gear andthe engine:speedbysmanual" mover mentof aasingle control lever. between denite:`

controlling positions determined bylever guiding? and positioning means and by motion limiting-l mea-ns'acting automatically in responsetooperation of the" means controlled by the. levervsoi'ithat sequential and efficient. operating; characteristics of the ship driving means and proper maneuver--' ability of the ship maybe o-btained without'care on the part of an operator.

The control system by which. the;v aboveobjecti is obtained. will become. apparent by reference:` to the detailed description and single diagram.-v matic drawing showing. our` control systemapsplied to a Well known typeof. shipdriving-:system comprising a non-reversible;engine.v of.l the Diesel type and a' reversing gear. for drivingr a. shipsY propeller.

In. the drawing the shipdriving system includes a non-reversible DieselengineE and aV reversing gear RG fork driving a shipspropeller shaft?.

The engine E is provided with a conventional' speedresponsive governor G: having meansgnot shown, for varying the speed response thereof tol cause the governor to controlrthe-fuel supplied to thefengine in a well,knownzmanner'necessary to cause. operation; of .ther engin-ea ata any' one of i a pluralityy of.' preselected-1valueszofconstantfspeed:

' hubof the driving memberj I1.

ting. speed controller. SCI sothat the receivingz motoris caused: to` followl certain.: movements of.A the transmitting. controller.

The reversinggear RGfincludesa pair. offhollovv: s'liafts.y If and? 31 mounted.' inY concentric relation. in bearings; not` shcwn,. forrotation abouti an axis.; im alignment with the; axis: ofi the'. engine crank'-r shaftt 5. Therearendofthe shaft l basa. pinion;

f gear?!V securedzthereto' which me'shes'with a'y gear shaftfS-andhaving anfinternal cylindrical surfac'el on which apairofflexibleand inflatable clutch tires? |.91an'dr2rl of annular formare secured in axiallyspaced relation.. An ahead clutch driven'v member? ori pulleyv 2-3'VJ is secured on the forwardV endof; the shaftl ofthe reversing gear so that thefexternalcylindrical surface of the pulley is# engaged. bythe tire I9, uponi'nation thereof, to

cause ahead rotation of the propellerr shaft P. An"` afster'n clutch driveny member or' pulley 25 isA secured on theforward endl of the other shaft 3" so that thel external cylindrical surface of the pull'eyf25 isi engaged bythe tire 2 l, upon iniiation thereof?, to cause astern rotation of the propeller shaft" P f Air'press'ureisi supplied to or vented' fromL the' clutch' tubes by means of a pair of rotary.n air tubes- 2-l and 249l shown extending'` through the` hollow shaft Il and' securedto the The innerI end of the rotary tube 21- isl connected to the/asternl clutch tire-'2 l` by av tube 3l and the-inner endA of the? rotary1 tube 29 is connected to the ahead clutch tirey |91 by' a tube- 33a Engagement and disengagement of the" ahead or astern` clutches is -controlled ineaA well known manner'by a combi'ned seal4 and clutch controll valve V, of a Well' knowntype,l which is-slidablysupported onv the outer` endsof. the i rotary air tubes 21. and 29.

The clutch-controlavalveV is` connected to a Apre'ssure.reservoirs'lby. means-fof'pipesanda dex*- ble hose 39 which permits sliding movement of the Valve with respect to the rotary tubes 21 and 29. The rotary tubes and control valve are provided with suitable pressure and vent ports, not shown, in order to cause both of the clutch tires I9 and 2| to be vented to atmosphere to cause disengagement of both clutches when the valve is in the neutral position, as shown, and to cause inflation of either the tires to cause separate engagement of the clutches. The valve port arrangement is such that the ahead clutch tire I9 is inflated when the valve is moved forward of the neutral and the astern clutch tire 2| is inflated when the valve V is moved to' the rear of the neutral position.

The clutch control valve V is movable between Ving means L provided on the lever MR, which is l manually movable into slots in a lever quadrant these positions by means of a well knowntype of electro-pneumatic reverser EPR' or by a manually operable reversing lever MR which is pivotally mounted on the reverser. The reverser comprises opposed cylinders 4| and 43 containing pistons, not shown. The pistons areoperably connected by piston rods 45 and 41 to anactuating lever 49 secured on a reverser rock shaft 5|.y Centering springs 53 are provided on the reverser to urge the actuating lever 49 to the vertical or neutral position, in which it is shown. Each of the reverser cylinders is` shown connected to the pressure reservoir 31 by separate pipe connections, each or" which includes anelectro-pneu-h matic valve. These valves AHV and ASV are of a well known type which causes both of the reverser cylinders to be vented to atmosphere to cause the actuating lever to be returnedto the neutral position when the electromagnetic windings of the valves are deenergized and upon energization of either of the windings to cause pressure to be applied to either cylinder in order to cause movement of the lever 49 to ahead or astern control positions AH or AS. Energization of the ahead valve VAI-I causes movement of the lever 49 to the ahead position AH and energizationof the astern valve VAS causes movement of the lever 49 to the astern position. Energization and deenergization of these valves is controlled by a reversing controller RC which is operably connected to the speedfcontroller SC, Both of these controllers are movable by a master control lever MC between a neutral position and slow, cruising and full speed ahead and astern controlling positions SAI-I, CAH, FAH, SAS, CAS.

Y and FAS. An interlocking switch, shown generallyat IS, is operable by the reverser rock shaft upon movement of the reverser actuating lever 49 to the ahead or astern position to control energization of a time delay relay TR Vwhich controls energization and release of electromagnetically releasable detent means ED for limiting movement of the controllers SC and RC, The detventv means ED when deenergized permits movement of the master control lever between the slow speed ahead and astern controlling positions only, and upon release thereof, movement of the control lever to the higher speed controlling position is then permitted. y

The manually operable reversing lever MRv is connected by a link 54 to the clutch control valve V and is also connected by means of a resiliently extensible and compressible link 55 to the reverser actuating lever 49. The link 55 is com- 4pressible or extensible when the lever 49 is retained in the neutral positionby the centering springs 53 and the manually operable reversing lever is moved from a neutral position, in which it isshown, to ahead or. astern position AH' or O to prevent movement of the valve V b-y the reverser actuating lever 49. The latching means L is normally disengaged 'from the slots in the quadrant Q to allow movement of the lever MR and clutch vcontrol valve b-y the reverser actuating lever49, in which case no compression or extension of the link 55 takes place.

The reverser interlocking switch IS includes a contacter member 51 secured to the reverser rock shaft 5| and a pair of stationary, flexible contact fingers 59 and 6| which are only bridged by fingers on the Contact 51 when the actuating lever 49 moves to the ahead or astern positions AI-I or AS. f

The time delay relay TR includes a relay winding, a pair of fixed contacts and an armature having a contact secured thereto and a dash pot connected ton-the armature in yorder to delay movement of the armature contact into bridging relation with the fixed contacts upon energization of the relay winding. The dash pot is adjusted to delay closure of the fixed contacts of the relay by the armature until either of the clutch tires I9 or 2| are inflated sufficiently to cause engagement of either the ahead or astern clutches AHC or ASC. Inflation of these tires takes place gradually to cause smooth clutch engagement. Energization of the time delay relay is controlled by closure cf the interlocking switch IS Vthrough circuit connections, to be described, which are set up through the reverser controller RC.

The reverser controller includes stationary fixed contacts CI to C5 and a drum 63 secured on a control shaft 65 which is directly connected to the transmitter speed controller SC. The controller drum 63 is provided with ahead contacts a| and a2 and astern contacts bl and b2. The ahead drum contact al is movable into bridging relation with the contacts C2 and C3 and the yastern drum contact bl is movable into bridging relation with the contacts CI and C2 to cause separate energization of the ahead or astern valves VAI-I or VAS of the reverser EPR 'when the master control lever MC is in any ahead or astern controllingposition and the contacts C4 and C5 are bridged by either the ahead drum contact a2 or the astern contact b2 to set up electrical connections to the detent means ED only when the control lever MC is in the slow speed ahead or astern controlling positions. The ma'ster control lever MC is pivotally connected to the control shaft 65 and is movable in a slotted quadrant, in a manner to be described, whereby only step lby step manual movement of the lever is permitted between the neutral position and the various ahead and astern speed controlling positions.

The detent means ED includes a detent flange 51 provided with a detent slot 69 and a detent lever 1|. The detent flange 51 is secured on the control shaft 65 and the' detent lever 1| pivoted toa stationarymember 13. One end of the detent lever 1| is'biased by a spring 15 into the detent slot '69 and a plunger `1'| provided with Aan electromagnet winding 19, fis -operably 'conne'ctf ed to theother-end 'o'f the fdetent lever 1 Ito cause the release ofthe detent lever 'from the-slot upon energization o'f the winding '19 byfclosure of the contactslofthe time-delayfrelay TR. f f

VAs previously vvr'nen'tioned, vthe ,master control leverMC ispivotally connected .to lthe control shaft V65 by a'pin i8| shown secured to and extending transversely lwith respect `to Athe control shaft. A controlilever quadrant V*83 provided with a control leverslot '85 having slot :portions extendingl parallel tothe control shaft adjacent the neutral and ahead and astern lever controlling positions and oli 1set slot portions 4extending transversely with lrespect to 'the control shaft between-each of these "controlling positions. The control k'lever MC 'is- 'shown jbiased to the left in a neutral parking slot portion N of the quadrant 83 by means rof'avspiing `8-'| connected oetween the lever anda collar :89 secured on the control shaft. lIt will be evident that with the quadrant slot portions-arranged in this manner, y'the control lever MC must be rocked to the right 'orl left about thepivot pin -BI on' the control 'sh'ait '65 'at each of these controlling posi-V tions before it can be'moved angularlyto another control position in ordert cause angular movementfoi the rcontrol shaft 55 and operation of the controllers SC'and R'C.

The electrical .control connections shown "between v'the'fcontroller's and electrical means will now Vbe described. `Both, controllers are shown connected'across a vpowerline when `a double pole line switch indicated at'LS, isVV closed. One pole of this switch is connected "byjconductorskSl and 93 to one terminal of the transmitting controller SC and the stationary contacts v*C27 and :C4 of the reverser controller RC. The stationary contact Cl .of 'the controller vRC is connected by a conductor 95 to one winding terminal ofthe astern electro-pneumatic valve VAS of the reverser EPR and the stationary controller contact c3 is connectedby a conductor 9] to one'winding terminal of the ahead Yelectro-magnetic valve VAH. The' stationary contact c5'is connected to one terminal of the winding T901? the ellectromagnetic detent means ED and one winding tennina10f the time deny relay 'ra by Conductors Ves andY lul. The opposite winding termina; of me relay Winding and one .x'edre'lay :contact are connected Vby a conductor 1.03y to the -fl'exible contact iingerj59 of the interlocking switch 'ISaZnd the other flexible contact finger` 6| of this switch andthe otherv winding 'terminals of the rvalves VAI-I and VAS and also the other terminal ofthe speedY controller SC are connected by conductors |05, T01, |09 Vand I'Ifl 'to the opposite'pole of the line switch IS.V `The opposite terminal of the winding`19 of the' detent 'means' is connected to theother 'fixed vrelay contact by 'a conductor H3 which is connected by a rconductor l I5 to` one 6 trol fshaft. 6:5 fand transmitting :speed controller SC L'and drum 5310i the reverser controller RC to be.imovedkcounterclockwise 4until the stationary controller contactstcZ and c3 are bridged Vby the ahead S'drum `contact Y@LI of the :reversing: controller RC and the stationarycontacts c4 and c5 arebridged by the ahead 'drum contact a2. rBhe detent means -EDprevents'further counterclookwise movement off'the control shaft. ins previously mentioned, this Vlimited vmovementrof :the transmitter ycontroller SC iis insufficient `to cause energization `'and follow-iup movement of `the lreceiver :motorRM landrthe engine continues 'tooperate at idling speed. 'Ilie :bridging of 'thes'tationary contacts c2 sandc`3 'ofthereversing controller :completes an `energizing circuit tofthe ahead 'electro-pneumatic walve VAH Ythrough the conductors '9 l, 93,591 and |09'Lto cause air pressure from the reservoirSl to-enter the cylinder itl/ofv the reverser EPlft vand cause movementfoffvithe actuatinglever 5419110 the ahead control Lposition AH. Movement `of lthe :actuating lever 49 to this position moves the manual reversing leverMR pole of a double polemanually operable energize v ing detent release `.switch DS, the otherpole of which' is connected to the conductor |03 by 'a conductor 'I I 1. i y

With the various control means in theirv normal positions, as shown, the operation of the drive andA controlsystem is 'as follows: t Slow speed ahead drive is vobtained `when the engine is running at idlingsp'eed by iirst rocking the master control 'lever-MC to the right out of the neutral quadrant slot'v portion N and Y'then moving it angularly counterclockwise to the slow speed ahead position SAE-which causes "the concontrol -valvefV forward of fthe l'neutral Aposition by means of the linksv 54 and L"55, "therebetween, and-rotates the rock shaft 5I to cause! closure 4of the interlocking switch IS. Movementiofffithe valve V to `vthis-position causes air from'thereser- Voir 31 to enter ftlieahead clutch'tire =I9 Iofth'e reversing gear RG throughhose 39, 'rotary-tube 29 Aand vconnectingtube 313f'which causes ysrrroo'th engagement of the ahead clutch AHC. Theolosure of the interlocking `rswitch `IS completes an energizing circuit'to Lthefw'inding of the time 'de-- lay relay TR throughthe then bridgeds'tationary 'contacts' c4 and c5 of the reversing controller RC and conductorsel, A93, k99, |`0|,.I03, |05 and |09'to cause upward movement of the relay armature by 'the 'winding against the retardi-ng'action of the dash pot on the armature. The dashponl as previously explained, is adjusted Vto delay'closure of the relay contacts until the ahead jdriv ing clutch tire 'I9 is iniiatedsuiiiciently to cause engagement of the ahead clutch AHC lwhich causes the propeller shaftPto be driven `at slow speed in the ahead direction by vthe engine through, the shaft I and gears and S'interconnecting the shaft "I with the 'propeller shaft?. Closure of the contacts of the time delay'relay'TR completes a circuit to the detent vWindingv 19 Vthrough conductors |01, H3 and |03 and Ithrough the closed interlocking switch'IS "and conductors |.05'and I09,'which causes the release 'of `therdetent lmeans ED, Release of the detent means allows themaster control lever MC"to"th`en':`^be angularly moved to `"the ahead "cruising 'speed position CAI-I after 'rocking y'the lever to the left in the slow speed vahead position SAI-L fMoveJ ment o'f the lever MC to the Aahead cruising speed position causes further vangular movement 'of the control shaft65 and -controllers FSC and'RC. This further 'movement of the transmitting c'ontrl'lller- SC causes energization and follow-up movement of the receiving motor, RM't'her'eby causing suffi-y cient adjustment of the' speed response of ithe engine governor GOV to` cause an increasein the speed of the enginegfromf'the idle 'value tothe cruising speed value; 'This further'countercloclr Wise angular movement of the reversing. controller drum'63 causes theiahead drum contactc'Z to'be winding of the detentmeans causes the spring l to movethedetent lever 1| back into engagement with the detent flange at a point adjacent the detent slot 69, and deenergization of the wind.. ing of the time delay relay TR causes the contacts thereof to open.

In order to obtain full speed ahead drive the control lever MC is first rocked to the right in the ahead cruising position CAI-I to permit counterclockwise movement of the lever to the full speed ahead position FAH which causes further angular movement-of the controllers SC and RC.

This further movement of the transmitting controller SC causes additional follow-up movement ofthe receiving motor RM and a further change inthe governor speed response necessary to cause an increase in the engine speed to the full speed value. The ahead drum contact al is of sufficient angular length to continuously bridge the contacts c2 and c3 of the reversing controller RC when the lever is moved between the slow speed and full speed ahead positionsin order to keep the ahead electromagnetic valve VAH of the reverser energized and the actuating lever 49 in the ahead controlling position AH thereby holding the; clutch control valve in a position to keep the ahead clutch tube |9 inflated and ahead clutch CAH engaged.

With the master control lever MC in the full speed ahead position FAH in order to cause reversal of drive the lever is rocked and moved clockwise angularly from the full speed ahead position FAH to the slow speed astern position SAS Where the detent means ED prevents further movement of the lever until the engine speed is reduced tothe idle value and the ahead clutch is ldisengaged before engagement of the astern clutch takes place which then causes release of the detent means to permit further Iclockwise step by step movement of the control lever successivelyto the astern cruising and full speed positionsv CAS and FAS from the slow speed astern position SAS by rocking movement of the control lever at each of these astern positions. It will be evident that when the contro-l lever is rocked and moved clockwise past the slow speed ahead position as quickly as possible the contact c4 and c5 ofthe reversing controller will be momentarilyy bridged by the ahead drum contact a2 and then both of the ahead drum contacts al and a2 will be moved out of bridging relation with the contacts c2, c3, c and c5. The momentary bridging of the contacts c4 and c5 causes momentary `energization of the winding of the time delay relay TR but the relay contacts do not close in time to cause energization of the winding of the detent means ED and thereiore'the spring 'l5 on the detent lever 1| causes one end of the lever to enter the detent slot in the flange 6l when the control lever MC is moved clockwise away from the slow Speed ahead position. The opening of the contacts c2 and c3 of the controller RC by clockwise movement of the control lever MC from the slow speed ahead position SAH causes deenergization of the ahead electro-pneumatic valve VAI-I to cause venting of the reverser cylinder 4| Which causes the return of the reverser actuating lever 49, reversing leverMR and clutch control valve V to the neutral positions `by the action of the reverser centering springs 53. When the valve is returned to the neutral position the ahead clutch tire I9 is vented to cause'disengagement of the aheadrclutch AHC. The clockwise movement lof, 'the' control lever MC to the slow speed astern position SAS, where further angular movement is stopped by the detent means ED, causes the contacts c| and c2 of the reversercontroller RC to be bridged by the astern drum contact bl and the contacts c4 and c5 to be bridged by the astern drum contact b2. The bridging of the contacts cl and c2 completes an energizing circuit to the astern electro-pneumatic valve VAS through these conta-cts and conductors 9|, 93, 95, |01 and |09 to cause air pressure to enter the reverser cylinder 43 and cause movement of the reverser actuating lever 49, the reversing lever A MR and the clutch control valve V from the neutral position to astern position which causes innation of the astern clutch tire 2| kand smooth engagement of the astern clutch ASC as the engine is now operating again at idling speed. The bridging of the contacts c4 and c5 by the astern contact b2 of the reverser controller causes energization of the winding of the time delay relay TR through the same circuit connections as previously described which causes delayed closure of the relay contacts. Closurey of the relay contacts again causes energization of the winding 19 of the detent means ED through the bridged contacts c4 and c5 and the same circuit connections as previously described to cause release of the detent means to allow further clockwise movement of the control lever MCV successively in steps to the cruising and full speed astern positions from the slow speed astern position .by rocking movement of the control lever lat each of these control positions. It will be'evident that the engine speed is increased by clockwise movement of the controller to the astern cruising and full speed positions and the detent lever 1| is caused to reengage the detent flange 6l to allow counterclockwise movement of the control lever only from the astern cruising and full speed positions to the slow speed ahead control position in the reverse manner to that described above to cause a reduction in the engine speed to the idle value and disengagement of the astern clutch ASC before engagement of the ahead clutch AHC 1s permitted.

The manually operable emergency detent release switch DS is -provided to cause release of the detent means ED should the time delay contacts fail to close. It will be evident'that when this emergency switch is closed a circuit is completed to the winding 19 of the detent means ED through the bridged contacts 59 and 6| of the interlocking switch IS and the bridgedV contacts eiland c5 of the lreverser controller and conductors 9|, 93, 99, |0|,` ||5, ||1, |03, |05

and |09 to permit emergency release of the detent means.

The manually operable reversinglever NIR is provided to move the clutch control valve V directly in order to cause engagement of either clutch independently vof the reverser EPR and to also prevent movement of the valve V by the reverser in response to controlling movement master control lever MR when the latch L on the reversing lever is manually engaged in any of the control positions, the notches of the reversing lever quadrant O adjacent the neutral or ahead or astern positions AH or AS. y

It' will be vident'that the above control system provides smooth engagement of either of the ahead or astern clutches'after which the engine speed 'may thenbe increased above the idle valuein response tocertain movements of a single manuallyoperable control lever which is limitedM to .step by,l step movement between definite control positions and prevented from beingY improperly moved by'zdetent .means neleasable that noxskill is required 'on the 'part' of the 4.operator Vtoi obta-in proper and .eicient variable speed and reverse operation of the ship-driving Wefclaim: f

1. Ashipdrive and :controlpsystem comprising an engine, speed controlling means therefor, electrical actuating means forasaidspeed varying means, a reversing gear :driven 'by said' engine,

`electro-pneumatic reversing means vfor said reversing gear, ,movable electrical. control means for controlling .said electrical :actuating .means and .said electro-pneumatic reversing means, a

manually operable-,control .lev r Afor said'-controll means movable between a neutral control. positionand .a .low and high speed .reversing Ycontrol position to causelcorrespondi-ng operation :of said engine and reversing gear, detent :means for limiting the movement yof said-control means to engine, speed controlling .means therefor, :elec-f.

trically controlled meansfor actuating said speed controlling means, .a reversing, geardriven by saideng-ine having-pressure engaged ahead and astern clutches, valve. means for .controlling .said

clutches-to ,cause reversal of drive fthrough'saidr reversing gear, electrically .controlled A.actuating means for said valve means, electrical; control means for ibothof said .electrically controlled .actuating means.a manually .operable master control ,lever for said control means,.said lever being?y movable .between a .neutral .idling speed position .and lovv, cruising .and :tall .speed a-head or `astern controlling positions Yfor operating `said electrical control.means..detentznsieans`- tor limitspeed ahead and astern controlling positions, ,a lever .quadrant having angularly Aextending `slotted. portions .for limiting controlling movement. of the lever in stepsbetween .the controlling positions, .and delayed action. .electrical .detente releasing means operably .connected with and vcontrolled by said valve actuatingA` ,means upon .actuation thereof, .to cause .engagement of either clutch of said reversing gear.

3. A ship .drive .and control system comprising an enginespeed regulating means therefor,.elec trically controlled actuating means .for said .speed regulating means, -a reversing Y'gear having uid engaged ahead and astern drivingclutchesdriven by said engine, valve means mrcontrolling separate engagement and-simultaneous ,disengagement of said clutches, electrically controlled actuating. means for operating said valve .to-prevent drive or permit ahead .or .astern drive through said reversing gear, a propeller shaft driven by said reversing gear and remote .control means for said electrically controlled engine and reversing gear means, said control means comprising a single master control lever, a quadrant for said lever having angularly disposed slotted portions means.

said *electro-f.,

..for .limitingrand vcontrolling. movement. of the .in `response'to means" controlled: bythefilever yso faoing .movement .of .said .lever .between the low-'.50

lever in steps between ia lneutral clutch `disengaged controlling position and low, cruising and full engine speed ahead or astern clutch engaged controlling positions, means for retaining said lever `in engagement with said quadrant slotted .portions and electrical control means operable by lever .for controlling saidv electrically controlled actuating means 'for said engine and reversing gear to cause operation thereof corresponding to movement of :said lmaster control 'l lever between the lever controllingA positions.

4. A ship` drive and control system comprising anengine, speed Vregulating means therefor,-elec -trical f actuating fmeans f or 4said speed `regulating means, a reversing `gear having fluid pressure lengaged ahead 'and'.astern driving clutches driven by 'said engine, a clutch control valve for controlling` separate Vengagement of said clutches, electrically controlled valve Vactuating means, a

propeller shaft drivenlby said engine through 'said d reversing gear, control means for said electrically controlledactuating means for said engine .and

said clutch control valve, said control meansv being located remotelyl with respect to said engine and gearv and comprising electrical controller means, a master control lever operably connectedtherev to, motion limiting and controlling means for said lever and controller means comprising a.` lever quadrant lhaving 'angularl'y disposed slotted portions for limitingmovement of said lever vin steps between ka neutral non-driving controlling posivtion and low, cruising and full speed ahead or Vvastern driving controlling' positions, detent means yI-iormally preventing lmovement of said "lever 'beyond said loW speedaheador astern controlling positions, electrically actuated detent releas- Y'ing'meana a time'delay relay' for controlling said electrically actuated detent releasing means and a switch for controlling said `time delay relay, saidswitch-being operably connected to said electrically'controlled actuating means'for'said clutch control .valve to cause operation of said relay only y yupon full Aengagement of either of. said clutches. o

5. A ship drive 'andcontrolsystem comprising kan engine, speed varying means therefor, actuat- --ingymeans for said speedy varying means, a 'reversing gear driven by said engine, actuating means for vcausing reversal Yof' said gear, apropeller shaft driven by said gear, movable control means .for both of said actuating means, releasable motion limiting meansffor said-control means for normally limi-ting controlling movement thereof to initiallycause reversal of said reversing l gear and releasable to permit furthercontro'lling movement of said control 'means thereby to cause `tilting motion limiting and retarding means .for

said. lever so that further and proper controlling movement thereof .is permitted only upon the release of said Yreleasable motion limiting means,

-whereby the `actuating means for said engine spegl varyingmeans causes the Aspeed-of 'theonginer 'to oe properly increased 'between vfsl'ovv and full speed values, and emergency manually operable means for controlling the release of said releasable motion limiting means independently of said delayed action means.

6. A ship drive and control system comprising a non-reversible engine, a governor driven by the engine, means for varying the speed response of the governor to cause operation of the engine at any one of a plurality of constant values of speed,

a reversing gear driven by the engine including pneumatically engaged ahead and astern driving clutches, valve means for causing disengagement of both clutches and engagement of either, means for operating said valve, said valve operating means comprising a manual reversing lever operably connected to said valve, and a power operated reverser and a resiliently extensible and compressible link connected between said lever and said reverser to cause operation of said valve and lever by said reverser or to permit operation of said valve by said lever independently of said reverser, manually operable means for prevent.,

ing movement of said reversing lever, control means for said governor speed response varying means and said reverser, said control means including a master control lever, a lever quadrant having 01T set slotted portions to limit movement.

' lease of said detent means, control means for causing actuation of said detent actuating means,

said last named control means comprising time delay means, control means for said time delay means operable by said reverser, and' separate Vmanually operable emergency control means for said detent actuating means.

7. `A ship drive and control system comprising an engine, speed varying means therefor, actuating means for said speed varying means, a reversing gear driven by said engine and including forward'and reverse driving clutches of the slow engaging type, clutch engaging means for causing engagement of either of said clutches, manual control means for controlling both the speed varying means and clutch engaging means, releasable motion limiting means for said manual control means normally limiting movement of said control means to cause operation of said clutch engaging means to cause slow engagement of either clutch, said releasable motion limiting means being releasable to permit further movement of said control means in order to control operation of said engine speed varying means, time delay means for controlling the release of said releasable motion limiting means, and control connections between said clutch engaging means and said time delay meansr to delay release of said releasable motion limiting means until full engagement of either of said clutches occurs in order to then permit a variation in the engine speed by further movement of said control means.

8. A ship drive and control system comprising an engine having power operated speed varying means, a reversing gear driven by said engine having pressure operated ahead and astern driving clutches, power operated means for controlling the application of pressure to and the release of pressure from either of said clutches, a manually movable master controller for controlling operation of both of said power operated means, re,-

leasable motion limiting means for said master controller normally limiting movement thereof necessary to 'cause application of pressure to either clutch and release of pressure from both and releasable to then permit further movement of said master controller to control said power operated engine speed varying means in order to then raise the engine speed to the maximum value, time delay control means for controlling the release of said releasable motion limiting means, said time delay means being connected to said pressure application and release means for said clutches for delaying the release of said releasable motion limiting means until the pressure applied to either clutch causes full engagement thereof.

9. A ship drive and control system comprising an engine having power operated Speed varying means, a reversing gear driven by said engine and including iluid pressure engaged ahead and astern driving clutches, a power operated clutch control valve means for controlling the application of pressure to either of said clutches and the release of pressure from both clutches, a master control lever movable for controlling said power operated engine speed varying means and clutch valve, releasable motion limiting means for said lever normally permitting movement thereof to control said power operated control valve and releasable to then permit further movement of said lever to control said power operated speed varying means, time delay control means for controlling the release of said releasable motion limiting means, said time delay means being connected to said power operated clutch control valve to cause the release of said releasable motion limiting means after the pressure applied to either clutch causes full engagement thereof, and manual emergency means for controlling the release of said releasable motion limiting means independently of said time delay means.

10. A ship drive and control system `comprising an engine having power operated speed varying means, a reversing gear driven by said engine and Ihaving pressure expansible and engageable ahead and astern driving clutches, a power operated valve for controlling application of pressure to either of said clutches and release of pressure from both clutches, a master control lever movable to control said power operated means, releasable motion limiting means normally limiting movement of said lever to control said power operated valve to cause ahead or astern drive and releasable to permit further movement of said lever to cause proper variation in the engine speed, means for retarding and interrupting further movement of the lever upon release of said releasable motion limiting means to cause proper changes in the engine speed, time delay means for normally controlling the release of said releasable motion limiting means, said time delay means being connected to said power operated control valve so that it normally delays release of said releasable motion limiting means until either of said clutches is fully expanded and engaged by application of pressure thereto, and emergency manually operable means for controlling the release of said releasable motion limiting means independently of saidtime delay means.

CHARLES H. FlIiE. HARRY R. HEINZEN. 

